Download Mounting instructions for the `123ignition` STEP 1: Find the static

Mounting instructions for the '123ignition'
type
for
: 123\MERCEDES-6-R-V & 123\MERCEDES-6-R-V-IE
:W108, W109, W110, W111, W112, W113, W114 & W123
( 6 or 12 Volt ; negative earth only )
IMPORTANT
Please read the entire instructions before you begin installation. If after reading you are unsure
of the procedure to be followed, please ask someone who knows. Remember to work safely.
STEP 1: Find the static timing point
On the old distributor, note the position of the ignition wire to the number one cylinder.
Remove the distributor cap and turn the engine in its normal direction so that the rotor almost
points to the number one cylinder position.
Now carefully turn the engine further until the static timing point ( check the 'technical data' )
is indicated on the pulley. The engine is now at the static timing point, near the end of the
compression stroke for the number one cylinder.
STEP 2: Out with the old, in with the new
You may wish to verify that the correct advance curve has been selected in your '123' : using a
5mm Allen wrench remove the hexagonal plug in the bottom face of the housing. Inside the
hole you'll find a 16 position rotary switch. ( '0' to 'F' )
Check the technical data for the proper setting. Select the curve of your choice ; re-insert the
plug and tighten securely.Now remove the spark plug wires and coil wire from the old
distributor-cap and remove the old cap. Disconnect the points wire from the coil. Unscrew
the hold down nut at the base of the distributor and pull the old unit out.
Now remove the distributor-cap from the '123' and carefully insert the '123' in the hole,
turning the rotor until the drive gears mate and the unit falls into place. Rotate the housing of
the '123' so that the cables come out conveniently.
If necessary, the drive gear can be repositioned on the shaft to accommodate a different
rotational position. To do this, remove the '123' and carefully remove the retaining spring
from the drive gear, then use a small punch to tap out the pin and re-assemble at an angle more
suitable to your needs.
STEP 3: Static timing the '123'
Connect the red wire to the BAT-terminal of the coil, according to the schematic. For now, do
NOT connect the black wire. Turn on the ignition.
Slowly turn the housing of the '123' in a counter-clockwise direction, until the green LED just
lights up.
The LED shines through one of the six holes in the aluminium disc below the rotor. While
turning, also press the rotor in a counter-clockwise direction, to remove any free play in the
drive gear.
Finally, tighten the '123' securely, as it is also the electrical ground of the '123'.
Turn off the ignition.
STEP 4: Finish the wiring
Connect the black wire to the RUP-terminal of the coil, according to the schematic.
Connect the spark plug leads in the proper sequence to the cap, starting with the wire for the
number one cylinder at the position pointed to by the rotor of the '123'.
Also connect the high voltage wire from the coil to the center position of the cap. Attach the
cap to the distributor. Keep the red and black wire well away from the high voltage leads and
away from moving parts, using tie-wraps or other suitable means. Connect the vacuum-tube
to the ignition.
STEP 5: Start and test drive
You can now start your engine. If you have worked accurately, your ignition should be
adjusted well enough to take a test drive. To achieve ultimate accuracy a fine adjustment using
a stroboscope should be performed. Disconnect the vacuum-tube whilst fine-tuning. Enjoy
your 123ignition!
TIPS
•
Do NOT disconnect ANY electric wire, when the engine is running. This is bad practice
when using high-tech electronic systems, such as the 123ignition.
•
Sparks are much stronger with a 123ignition : use good quality sparkplug leads, and a good
coil. The primary resistance should not be lower then 1 ohm. ( If your car was fitted with
a coil resistor, you could remove it to get a stronger spark, as long as the primary
resistance is not lower then 1 ohm )
•
Resistor-core silicone ignition-leads are the better choice!
•
Mistrust old coils : they all look alike, but you can't see if they have been overheated
many times! Buy a new one, now you know that this will not be overheated anymore...
•
Fresh spark plugs to go with the new coil and wires will ensure optimum ignition
performance.
•
Replace the cap and rotor every 30.000 km. Here is the ordering info :
Bosch cap ref. nrs.
: 1.235.522.051 / 1.235.522.060 / 1.235.522.103 /
1.235.522.109 /1.235.522.147
Bosch rotor ref. nr.: 1.234.332.024
Technical data
Operating voltage
range
temperature
coil
Engines
vacuum-advance
dwell
current-timeout
4,0 to 15,0 Volts
600 to 7000 rpm
-30 to 85 degrees Celsius
stock coil, or "High Energy"-coil, primary resistance not below 1 ohm.
all standard W108, W109, W110, W111, W112, W113, W114&W123
as specified for the original distributor
microprocessor controlled, depending on coil current
after +/- 1 second. If the engine is not running, the
spark balance
current is switched off to prevent overheating of the coil
software controlled, better then half a degree crankshaft
wiring
red = +6 resp. +12 Volt
black = '-' of the coil
Curve
replaces
for engine(s)
max.*
Boschnr
degr.@rpm
__________________________________________________________________________
0
1
2
3
4
5
6
7
8
9
A
B
C
D
E
F
0231.116.048
W114 230/250/250 2.8
0231.187.001/002 W108 280S 1 : 9,0
0231.116.052
0231.185.006
0231.185.006
0231.142.003/004
as curve 0
as curve 0 ; for engines with
low compression
0231.116.048
W110 230, W111 230S
0231.116.038
W108 250 1 : 9,0
VJUR 6 BR 49T W111 220 SEb 1st & 2nd Version
VJUR 6 BR 45T
1 : 8,7
VJUR 6 BR 47T W111 220b 220 Sb 1: 8,7
0231.116.038
JFUR 6 [R}
W111 220 Seb 3d Version
0231.116.049
0231.116.042
0231.185.008
IFUR 6
W113 230SL 2nd Version 1 : 9,5
0231.116.046
0231.116.050
0231.185.007
ZV/PBUR 6R1T W112 300SE/300Seb
0231.141.001
W108 300SE
0231 141 002
W109 300SEL until 1967
0231.116.051
W108 250/280SE W109 300SEL
0231.185.009
after dec. 1967 , W111 280SE
W113 230SL 250SL 280SL
as curve 8
as curve 8, optimised for
LPG / E85
0231.187.004
as curve A
0231.130.1004
0231.301.015
PFURX6
0231.116.051
0231.116.047
0231.116.061
0231.116 062
0231.116.066
0231.116.068
37@4600
40@4600
35@4600
29@2500
33@4600
26@2000
30@2300
25@1600
22@2400
22@2400
W123 250 before 1980
as curve A optim.for LPG / E85
W114 250CE
24@3000
24@2800
22@3000
W108/W111 250SE
W113 250SL
W108 280SE ; W109 300SEL
W113 280SL
M130.980 USA 1979-1971
W108 280SE USA 1972
22@2400
20@2300
30@3400
0231.185.011
* degrees advance and enginespeed both relate to the crankshaft